Call for help to save a historic bridge in Missouri; A city in Saxony to receive three new bridges; Man pees off of bridge onto ship; A historic bridge gets a new home at a park in Indiana and at a church in Massachusetts; Changes to take place for the Chronicles.
Calls to Halt MoDOT’s plan to demolish Gasconade Bridge
Hazlegreen, MO:The future of the Gasconade Bridge near Hazlegreen is in the balance. Between now and July 5th, the Missouri Department of Transportation (MoDOT) is collecting information from residents concerning the multiple-span through truss bridge that was built 95 years ago but has been closed to traffic since 2015. A replacement span is being constructed on a new alignment to carry a frontage road which used to be Route 66. Should the majority favor keeping the bridge, then it will be up to MoDOT, who had built the structure, to find a way to keep it out of the hands of the wrecker. Information on how you can help can be found by clicking here.
Flöha to Receive Three New Bridges
Flöha (Saxony), Germany-Eight months after a fire destroyed the Apfelsinebrücke (Orange Bridge) near the city center, the city council approved a deal to construct a new bridge that spans the River Zschopau near the City Park Baumwolle. Unlike the previous structure, which was built in the early 1980s, this one will be lower and without steps thus allowing for cyclists to cross. The cost will be 800,000 Euros. It is one of three bridges that the city is looking to replace. The others include replacing the Kirschenbrücke (Cherry Bridge) at Augustusstrasse, which spans the same river. The 120-year old two span arch bridge will be replaced with a beam structure with no center pier in the river. Originally, the arch bridge was supposed to be rehabilitated, yet floodwaters in 2013 caused extensive damage that made even rebuilding the bridge to its original form impossible due to costs deemed exorbitant. The 2.3 million Euro project includes rebuilding the street approaching the bridge. The third bridge to be replaced is a wooden through arch bridge located near Niederwiesa. Built in 2006, the bridge is deemed unsafe due to deterioration in the wood. Its replacement structure will be a steel through arch bridge with truss features. It will still carry the Zschopau Bike trail connecting Flöha and Frankenberg. All three projects are scheduled to start this fall and is expected to last a year.
Man Pees off Historic Bridge onto Tour Ship in Berlin- 4 injured
And lastly, some changes are coming to the Chronicles. After two years in Schneeberg, its main office is being moved to Glauchau, located 10 kilometers north of Zwickau in western Saxony. The city of 24,000 is the center point between the cities of Jena and Erfurt to the west and Chemnitz and Dresden to the east. The move is ongoing and is expected to last through August. The Chronicles will have some pauses in between due to the move. Furthermore, the Chronicles no longer is available on Skrive, for the platform was shut down on June 15th. However, it is pursuing other social media platforms to provide coverage, which will include the use of Spotify and other podcast apps, as well as some local platforms for better coverage in the US and Europe. The project is expected to last until the end of August. To give you an idea of the move, check out the Chronicles’ on Instagram, which has a series on Moving Art.
HAZELGREEN, MISSOURI- The days of the Gasconade River Bridge, which used to carry US Hwy. 66 near Hezelgreen may be numbered as it faces demolition scheduled for Spring of 2020 unless a new owner can be found.
The Missouri Department of Transportation (MODOT) has placed the 95-year old bridge under a 30-day public review and comment period which is halfway through its time and is scheduled to be completed by July 5th. The historic bridge was built in 1924 by MODOT and consists of (from west to east) one 8-panel Warren pony truss with alternating verticals, two 8-panel Parker through trusses and one 6-panel Pratt through truss, all totaling a length of 526 feet. The structure is elgible for the National Register of Historic Places because of its design that was in connection with the standardized bridge movement that started in 1910. It is also in connection with Route 66 and its history, as the Highway, connecting Chicago with Los Angeles via Tulsa and Santa Fe was in operation from 1926 until the last segment of the highway was decommissioned in 1979. Interstate 40 had suplanted the stretch of highway where the bridge is located a years earlier.
Currently, the bridge is closed to traffic and a replacement bridge is being built alongside the historic structure, which will carry a frontage road running alongside the interstate once it’s completed next year. The Gasconade Bridge used to carry that road before its closure in 2015.
Attempts to find an owner for the new bridge and restore the structure to its original glory have not been successful due to differences in planning and realization combined with lack of funding for purchase and restoration. Yet the Gasconade Bridge Facebook (click here) has garnered support from over 1200 Followers and many more who are not on the social media scene. There have been rallies and fundraisers lately and a page where you can donate to save the bridge (click here).
Still the clock is ticking and with the resources and options running out, “only a public outcry expressing significant concern and a desire to save the bridge from demolition might help,” according to a statement on the Gasconade Facebook Page. If you would like to help in convincing government officials to save the bridge, here are the contact details you Need to know before you address your support for the bridge:
Mail:Transportation Planning, Program Comments, P.O. Box 270, Jefferson City, MO. 65102.
Identify the Gasconade River Bridge in Laclede County, MO. Give them your name and where you live and most importantly, why this bridge is important and is worth saving. It must be personal; all letters copied and pasted will not be acceptable.
To provide you with an incentive to convince MODOT, here’s an interview I did with Rich Dinkela about the bridge a few years ago. Click here to view. A pair of YouTube videos of the bridge can be found below:
If you have any suggestions to help save the bridge or are interested in buying it, please contact the Group on their Facebook page. A link to their website you will find here.
This entry starts with a little bit of irony. The bridge was supposed to be torn down beginning the 14th after the organization Friends of the Bockau Arch Bridge was unable to purchase the historic stone arch bridge for 1.7 million Euros- a price that was considered too high and the figure to fictitious to anyone’s liking. Because of a massive snowstorm that brought life in Saxony and parts of Germany to a complete standstill, it was pushed back to the 21st. As of this entry and visit to the bridge on the 23rd, the old stone lady is still standing, with no digger, no crane, no driller, no construction worker. At temperatures well below zero Celsius, it makes the planned demolition impossible. And with more snow and cold in the forecast, chances are very likely that the planned work may not even commence until sometime before Easter.
And that is a long ways away. However, this may be that window of opportunity that we need to turn it around and pull off an upset- a hat trick that is even bigger than the bunny the Ministry of Finance and Transport pulled. Already suggestions from nearby communities in Saxony indicate that people don’t want to part ways from this historic bridge just yet. In the newly consolidated Aue-Bad Schlema for example, there was a proposal to divert funding for renovating a club to go to purchasing and renovating the bridge. In Beiersfeld near Schwarzenberg, one official suggested at least leaving the bridge piers so that a wooden bridge is put in its place. If covered, it would be a first in over 150 years. And even in Berlin, the petition to save the bridge is being examined as the federal government still owns the bridge and the highway that crosses it, although it’s crossing a new bridge on a new alignment. So in other words, while the state is dead set on removing the structure, attempts to pull an upset is in the works. And as long as Old Man Winter hovers over the Ore Mountain region, there is still some hope to pull this off.
But how to do it?
We’re looking for any ideas to halt the demolition process. Rallies are possible, for we’ve seen this at many historic bridges in the US and Canada. Concerts as well. There is a possibility to donate to the group Friends of the Bockau Arch Bridge. But more importantly, we need some sources and people willing to step in and save a piece of history, one that can be used as a crossing for cyclists and pedestrians, fishermen and photographers, anybody who would rather see a piece of history in tact as is, and not in rubble. The old bridge has potential, and is stable enough for use. We need some ideas and your help…..
….as long as the snow is there and no green.
You can send your suggestions here, but you can also contact the following representatives of the Friends of the Bockau Arch Bridge (Freunde der Rechenhausbrücke) using the e-mails below:
Ulrike Kahl <email@example.com>, Hermann Meier<firstname.lastname@example.org>, Günther Eckhardt <email@example.com>
Please note that you should have your German language ready for use!
To close this, I would like to use a Cree Indian quote but adapted in this context, which goes like this:
Not until the the decking has been taken out
Not until the arches have been removed
Not until the piers are imploded
Not until the materials are hauled away
Not until we realize what we’ve done to our local history
That it cannot be replaced with memories.
We will fight until the last brick leaves Rechenhaus.
For those who joined the Chronicles via Skrive, you can collect the information on the bridge by clicking here, and then following the updates so that you get a bigger picture and perhaps help.
Check out our facebook page here for photos and other information. You are free to follow and join in the conversation, regardless of language.
I never thought I would say this in this entry of saving the Rechenhausbrücke, but I’m using an old line I learned from my time in high school in Minnesota:
Nuts and bolts! Nuts and bolts! We got screwed!
At the time of this writing, cranes are being put into place and the diggers are having their blades sharpened as the days of the Rechenhausbrücke are about to be numbered. In other words, the group wanting to save the old stone arch structure lost out, whereas politics prevailed but in ways that would make Donald Trump gleem and offer them burgers and other fast food just like he did with the men’s college basketball champions Clemson University in New York. We were blindfolded, our cars sabotaged and our houses torched- all in the name of progress!
All along, state and local officials vied for replacing the bridge with a dull modern piece of concrete and taking out the old structure, claiming that two bridges standing side-by-side can harm the flora and fauna of the region of the Zwickau Mulde River. The new bridge was built on a new alignment, approximately 300 meters northeast of the old structure. The latter would not have stood in the way and if rehabilitated and converted into a bike crossing, would have served as a key crossing to the Mulde Bike Trail. There was no evidence of such laws that exist, nor were the political officials at our meeting on the Bridge in April were able to or willing to present that evidence. Furthermore, there are countless examples of new bridges that were built on a new alignment and the old one was left alone. In 80% of the cases, they were also converted into a recreational area in one form or another, even at a minimal cost and with some efforts from the volunteers even. Therefore, that argument of not having two bridges side-by-side is in my eyes is a straight out lie.
In addition, the design of the new bridge and the approach that went along with that was meant to straighten out the highway and reduce the number of car accidents. Looking at the video below, one can be safe to say that yes, we have a wide bridge, but the approaches on each end is worse than ever- more curves on the east side; an unresolved intersection on the west end, featuring a driveway to the Rechenhaus Restaurant and a winding road going to Zschorlau and Schneeberg. The structure opened on 22 December and in the first six days, four accidents were reported at the new bridge. Again, a promise that came away as empty as a full glass of lies.
Furthermore, the new bridge is supposed to be more stable than the old bridge, as the politicians on the local and state levels have claimed. And the old bridge is not capable of carrying any traffic because it has deteriorated to a point where rehabilitation is exorbitant. Let’s start with the first argument and the state of the new structure. Take a look at the picture below and ask yourselves how long until weight limits are imposed on this bridge, let alone the much needed measured to strengthen the bridge to hold traffic. If I compare this with similar structures, including those in northern Germany, the new Bockau Bridge will have its first work done on it in 10 years, full rehab in 20 years and a full replacement in 40 years. That is about as long as the Europabrücke at Rendsburg in Schleswig-Holstein. The bridge is 45 years old and upon time of its replacement by 2030, it will be closer to 60. The design has flaws and it will definitely show. A lie that will show its ugly face by 2030.
And with regards to the second argument: counterarguments were presented on the old bridge by members of the Cultural Heritage Office and other engineers who conducted inspections on the bridge prior to starting the replacement project in 2017. All of them claimed that the arch bridge is structurally sound. The only stress on the arch spans was the new decking placed on the structure in 1990 that was made of concrete. The information presented at our bridge meeting in April was met with counterarguments saying that the bridge was at the end of its functional life and it would be a liability. Comparing the two, the counterarguments were very emotional and straightforward with little or no information that is relevant and truthful. The arguments for keeping the bridge featured facts and figures based on the bridge inspections carried out. If the bridge was not stable enough to hold traffic, then a trip to Glauchau to the Hirschgrundbrücke would have been an eye-opener. A lecture by those who have worked with rebuilding the 1700s arch bridge would have forced the opponents of keeping the old bridge to reconsider and spend time with the facts. If the old Rechenhausbrücke is very unstable, then the Hirschgrund should have collapsed years ago after having sat abandoned for four decades. Again, a set of lies combined with sensationalism.
Most disturbing was the lack of involvement of the public. What I meant here was despite the media coverage and the founding of our group “Friends of the Bockau Arch Bridge”, designed to attract more people, the interest in saving and reusing the of bridge was extremely low. Part of it has to do with the location of the structure in a cluster of small villages with dwindling populations. The other has to do with the refusal to allow for a referendum on the bridge by the public, even if it was a handful. Suggestions for that or at least a public forum were turned down by the mayors of both Bockau and Zschorlau, which the bridge connects the two communities. Their claim was that they have to worry about the next generation. The question is what do the next generations want themselves. The will of both are very different because the political will seems to be to do away with history, whereas the will of the public, from what I’ve witnessed so far in my coverage, has been to keep the old bridge for use. Not many of us are interested in sitting in front of the computer playing video games. In fact I’m sitting here venting my frustrations over a decision that was ill-informed and simply one-sided. With a referendum or more public involvement, one would see that the public interest is different than what the politicians want. Lies and deception painted in gothic here.
So what is the outtake on all this? Very simple. We had a lack of everything that was needed for saving the bridge. We lacked support because there was no chance for the public to express their opinions on the old arch bridge beyond our group. There was a lack of interest in saving the bridge because of the mindset that once the new bridge is built the old one must be decimated at any cost. There was a lack of will to intervene and allow for the public to express their input into the bridge. There was a lack of information on the costs and benefits of having two bridges, side-by-side, let alone rehabbing the old structure and repurposing it for bikes and pedestrians. And lastly, there was a lack of transparancy between the state and the public. Instead what we had were closed-door meetings where certain people were not invited, misinformation and lies about costs, etc., and tactics which were unfair to the people that wanted to keep a pice of history but can’t because of unjust assumptions. And the icing was the pumped up, over-the-top costs which made us finally give up. Your rabbit did pull come tricks out of the hat and we will thank you for it.
It may not be long until we learn of the first repairs done on the new bridge but further more, when people start talking about the old Rechenhausbrücke after it is long gone. And many of us will still be alive to tell the story of how we saved it but failed because of obstacles that were too high to achieve and people who cheated their way into having the final say in removing the old structure. All that will be left of this bridge once the demolition commences are pictures, memories and a good T-shirt. Only then when the T-shirts are worn, the pictures shown, the stories told and all, will Dresden and Berlin regret what they did to the Erzgebirge.
Author’s update: Funeral Arrangements are being planned for historic bridge preservationist Eric Delony, who died on October 23rd. According to Information from Christopher Marston, it is being scheduled for January 2019. When and where has yet to be determined, but the Chronicles will inform you in due time as soon as everything is finalized.
Mr. Marston, who worked with Eric for many years, write a much-detailed version of the obituary, honoring him for his three decades-plus work in documenting and saving historic bridges, much more than what the Chronicles covered when having honored him with the Ammann Awards for Lifetime Achievement. This was done in 2016. With his permission, the detail of his life and work are written below. More Information on him and the stories behind his historic bridge preservation will follow. For now, enjoy reading about Mr. Delony from Christopher’s point of view:
Eric N. DeLony, who served as Chief of the National Park Service’s Historic American Engineering Record (HAER) from 1987 to 2003, died on October 23, 2018, after a long struggle with Alzheimer’s disease. Over his career, Eric became known as a pioneer in historic bridge documentation and preservation and one of the nation’s leading experts in historic bridges. In recognition of his achievements, Eric was the recipient of the 2000 General Tools Award, the highest honor bestowed by the Society for Industrial Archeology.
Early Years at HAER
After graduating from the Ohio State University in 1968, Eric was first hired as a summer architect on the New England Textile Mills Survey, a joint project of the Smithsonian (under the leadership of Robert Vogel) and the Historic American Buildings Survey (HABS). The following year he became a member of the Mohawk-Hudson Area Survey, HAER’s very first field team. This ambitious project documented several industrial sites and bridges in the Albany area, and team members were challenged to devise new recording techniques for manufacturing and engineering structures. His detailed drawing of the Troy Gasholder remains the logo of the Society for Industrial Archeology to this day. Once he completed his Master’s in Historic Preservation at Columbia University under James Marston Fitch (where he first met his lifelong friend and colleague, preservation educator Chester Liebs), Eric was hired as HAER’s first full-time employee in 1971. HAER began recording a variety of bridges and other industrial structure types as part of state inventories and themed surveys. These included surveys of the Baltimore & Ohio and Erie railroads, Paterson and Lowell mill towns, and later mining, steel, power, and maritime-related sites, among others. Eric also helped initiate “SWAT teams” to record endangered structures prior to demolition. By 1987, Eric DeLony had been promoted to Chief of HAER.
HAER Historic Bridge Program
In collaboration with Emory Kemp of West Virginia University, Eric began developing the HAER Historic Bridge Program in 1973, which would become the first comprehensive national program to identify and protect historic bridges. Through Eric’s efforts, HAER developed partnerships with the National Trust for Historic Preservation (NTHP), the Advisory Council on Historic Preservation (ACHP), and state historic preservation offices (SHPOs). The first goal of the program was to promote comprehensive historic bridge inventories in each state. When inventories were required by law in 1987, Eric’s initiative became a catalyst in making highway bridges the first class of historic structures to be nationally evaluated.
After the preliminary state bridge inventories were completed, HAER partnered with state departments of transportation (DOTs) to undertake HAER summer documentation projects that would more intensively document representative bridges, with the first taking place in Ohio in 1986. Using funding from a variety of partners like the Federal Highway Administration (FHWA), DOTs, and historic groups, HAER recording teams collaborated with national and local experts to produce large-format photographs, histories, and drawings of hundreds of historic bridges in Arkansas, Illinois, Iowa, Massachusetts, New York, Ohio, Oregon, Pennsylvania, Texas, and Washington, from 1987-2001. Eric also worked with engineering professors such as Dario Gasparini at Case Western, Stephen Buonopane at Bucknell, and Ben Schafer at Johns Hopkins to hire students to compile detailed engineering analyses of a variety of historic bridge types, going beyond traditional architectural history reports. In appreciation of Eric’s initiatives, the White House and ACHP presented HAER’s Historic Bridge Program with a National Historic Preservation Award in 1992.
In addition to the nation’s highway bridges, the historic roads and bridges in the National Park system were also deteriorating from neglect and overuse. HAER developed a pilot project in the National Capital Region of the National Park Service (NPS) in 1988 to survey the historic and significant transportation-related structures and designed landscapes at various NPS units. With support from FHWA and NPS, this program expanded in 1989 and continued until 2002 to document the roads and bridges of large western national parks, national battlefields, and eastern parkways. HAER also partnered with New York and Connecticut to record several historic local parkways. The drawings of these projects are compiled in America’s National Park Roads and Parkways: Drawings from the Historic American Engineering Record (Baltimore: Johns Hopkins, 2004).
Eric DeLony was also influential in HAER’s involvement with a third major initiative involving FHWA and historic bridges. Realizing that covered bridges were a beloved but endangered resource, Vermont Senator James Jeffords proposed legislation to save them. The resulting National Historic Covered Bridge Preservation (NHCBP) Program was established by FHWA in 1998 as part of the TEA-21 transportation bill. HAER received research funding beginning in 2002 to document the nation’s most significant covered bridges, as well as developing other educational initiatives including engineering studies, a traveling exhibition, national conferences, and National Historic Landmark nominations. With the benefit of continued FHWA support, HAER Project Leader Christopher Marston has continued Eric’s vision and is in the process of finalizing several research projects. These include the 2015 publication Covered Bridges and the Birth of American Engineering, co-edited with Justine Christianson, and dedicated to Eric DeLony. Rehabilitation Guidelines for Historic Covered Bridges will be published later in 2018.
Eric was a longtime member of the Society for Industrial Archeology (SIA) and developed the SIA Historic Bridge Symposium beginning in the early 1980s to allow experts to share research and preservation experiences. Eric attended his last one in 2011; the 25th was held in 2016 in cooperation with the Historic Bridge Foundation in Kansas City, Missouri. He was also an active participant with the Transportation Research Board (TRB)’s Committee on Historic Preservation and Archaeology in Transportation (ADC50) beginning in the 1990s, which was comprised of professionals from state DOTs, SHPOs, and consultants involved in preservation issues on federally funded transportation projects. Research and best practices on preserving and maintaining historic bridges was always a major focus of the committee. As a subcontractor to Parsons Brinckerhoff, Eric DeLony co-authored A Context for Common Historic Bridge Types with Robert Jackson, for the National Cooperative Highway Research Program (NCPRP Project 25-25, Task 15) in 2005.
Not satisfied to just record historic bridges, Eric was also determined to see as many bridges as possible saved and preserved. Some of the projects that Eric championed included: the 1828 Blaine S-Bridge and the 1868 Zoarville Station Bridge in Ohio; the 1869 Henszey’s Bridge in Pennsylvania; and the 1858 Aldrich Change Bridge in New York. As Ohio DOT’s Tom Barrett reflected, “Through Eric’s encouragement, I feel that the historic bridge inventory in Ohio has stabilized and improved in many ways. We strive to explore all plausible alternatives to demolition and find ways to educate everyone on proper rehabilitation and design solutions. Hard-fought successes here and nationwide in bridge preservation will always be a part of Eric’s legacy.”
Eric’s advocacy extended beyond bridges to roads as well. As Preserving the Historic Road conference founder Paul Daniel Marriott stated, “Eric appreciated that roads and bridges were intertwined. He was one of the first people to acknowledge that historic research and advocacy [were needed] for historic roads. Eric DeLony was instrumental in establishing the historic roads movement.”
Eric studied at Ironbridge with Sir Neil Cossons in 1971-72 as a Fulbright Scholar, and this experience led him to encourage collaboration between HAER and industrial archeologists and preservationists in Europe and other countries. Eric consistently hired International Council on Monuments and Sites (ICOMOS) foreign exchange students for his summer field teams beginning in 1984.
He represented the United States at several meetings of the International Committee for the Conservation of the Industrial Heritage (TICCIH). He also worked with several prominent European scholars, such as Barrie Trinder at Ironbridge and Louis Bergeron at Le Creusot, on various publications, exhibitions, and conferences. Another issue that Eric championed has finally shown dividends; after several decades, the U.S. delegation finally nominated the Brooklyn Bridge as a UNESCO World Heritage Site in 2017.
After retiring to Santa Fe, New Mexico, in 2003, Eric became a bridge preservation consultant. Maintaining “The Pontists” email list, he advocated for various bridge preservation causes and initiatives, and continued to write and teach.
An avid collector of rare books, technical reports, and images of historic bridges, Eric donated his collection to two prestigious archives. The “Eric DeLony Collection of the History of Bridges and Bridge Construction” was established in 2010 at The Huntington Library in San Marino, Calif. In 2013, the Linda Hall Library in Kansas City, Missouri received the “Eric N. DeLony Engineering & Bridge Collection.”
After health issues removed him from public life, Eric continued to receive various honors acknowledging his legacy. Beginning in 2014, David Wright of the National Society for the Preservation of Covered Bridges established the Eric DeLony Scholarship, an annual prize awarded to a college student interested in historic preservation. Eric was also a recipient of the 2016 Othmar H. Amman Award for Lifetime Achievement from The Bridgehunter’s Chronicles.
Eric DeLony was truly a pioneer in the world of historic bridge documentation, preservation, and advocacy. The 3,000+ bridges in the HAER Collection at the Library of Congress, and hundreds of examples of preserved historic bridges across the country are all a testament to his lifelong determination and passion for saving historic bridges.
A first in the Bockau Arch Bridge series since July and a lot has changed since then. It goes beyond the change in the color of the leaves in the fall, as you can see from the picture of the trees flanking the Zwickau Mulde from the old bridge.
It goes beyond the fact that workers have poured the concrete on the new structure built adjacent to the old bridge. This was done in August and according to latest news from the Chemnitz Free Press, the new B-283 Bridge is scheduled to be open to traffic by Christmas, thus ending the detour of Highway B-283 between Aue and Eibenstock in the western part of the Ore Mountains, which has until now been rerouted through Zschorlau and Schneeberg.
It has to do with a finding that was discovered during our most recent visit to the bridge and our Friends of the Bockau Arch Bridge Association Meeting on October 9th, something very unpleasant and will most certainly cause legal action because of the violations committed. Despite many headaches trying to download this clip from my camera, this 5-minute film tells all, even without the commentary in English…..
And after crossing the old bridge to get to the Bockau side of the span, we could see the “Schandfleck” in detail. A total “Schande” (shame) because of several reasons!
According to several sources, the old bridge is supposed to remain in place until it is demolished and removed in the spring in 2019 with a pair of very important exceptions:
1. Since the bridge is still protected by the Denkmalschutzgesetz (German Culture Heritage Law), documentation of the structure will need to be carried out before its removal, which includes ist history, description and historical significance to the Region. If following the Guidelines that exist in the USA, that process could take 1-2 years to complete.
2. The Investigative Committee (Ausschuss), located in the state parliament in Dresden, which took on the petition to save the bridge back in March, has yet to decide on the bridge’s fate. At the present time, the association has three possible suitors that are willing to take ownership of the bridge once the new B-283 Bridge is completed. If Dresden says yes to the proposal, then the association has until March to name the suitor willing to take over ownership of the old bridge. If not, then the green light will have been given to proceed with the removal.
3. Even if Dresden says no, a copy of the Petition was forwarded to Berlin; specifically the Deutschen Bundestag (German Parliament) and the Deutsches Nationalkomitee für Denkmalschutz (Geman National Committee for Cultural Heritage), for the bridge carries a federal highway and if therefore responsible for the ownership of the bridge, which is still protected by the Cultural Heritage Laws (Denkmalschutzgesetz). That Petition has been accepted and the bridge is being considered for a program to protect places of interest, thus providing funding for restoring and repurposing the bridge.
Having the concrete bed in the river, according to multiple choices may have violated these agreements and then some, for the Zwickau Mulde is protected by several natural preserve laws on both the state and federal levels. With the concrete bed in the water and despite the two pipes running underneath, it will have the potential to hinder the flow of fish flowing downstream, which could cause unrest from some of the local fisheries and fishing clubs along the river. Despite the need for having the bed there for the eventual removal of the old bridge, having the bed there is too early and could possibly cause some violations that could result in some legal actions. A gallery with pictures taken by the author will provide you with some Details.
To summarize, the old bridge is still standing and can be crossed despite being partially blocked off. Yet the concrete bed indicates that workers want to go ahead and demolish the bridge before Christmas. The new bridge is almost completed and will open between November and December. The fate of the old bridge falls in the hands of both Berlin and Dresden, yet as the bridge is the ownerhship of the federal government, Berlin will have a say, yet if and how the old bridge can be saved is still open. There are interested parties in owning the bridge but the group cannot push forward until the government has a say in the whole debacle. And even if the group gets the go ahead, the decision of who owns it has to be made before spring 2019. And even then, funding will be needed to rehabilitate and restore the bridge.
In other words, one has to happen after another in sequential order, yet some people are trying to make haste by putting the carriage before the horse- meaning tear the bridge down before the ownership transfership is approved and inspite of violations they make be committing. This mentality is clearly American and has been the target of comments by the German far-right party AfD to compare modernization in Saxony at the cost of historic places of interest to the works of the Taliban in Afghanistan. This commentary, albeit very harsh, is not far from the truth, and should the old Bockau Arch Bridge come down too prematurely, it may serve as a basis for more voters to flock to the AfD and for the current government in Saxony to topple come the state elections in 2019. If the party uses the slogan “Remember the Rechenhausbrücke!” similar to the Alamo in Texas, the people in Saxony will understand why.
Membership to join the Friends of the Bockau Arch Bridge (Freunde der Rechenhausbrücke):
There are many ways to join the Friends of the Bockau Arch Bridge. To join and simply follow the page is as easy as clicking here and liking the page. But to really get involved and help out in saving and supporting the bridge financially and/or through other means, please contact Ulrike Kahl at this E-Mail address: firstname.lastname@example.org She can provide you with a membership application form and other information on how you can help. You can also contact Jason Smith at the Chronicles if you only speak English but still would like to join.